Accident Overview
On March 5, 2010, at 1437 eastern standard time, a Piper PA-34-200T, registration N103GK, operated by Paris Air, Incorporated under 14 CFR Part 91, collided with trees while on approach to Vero Beach Municipal Airport (VRB), Vero Beach, Florida. The airplane was substantially damaged. The certificated flight instructor (CFI) and commercial-rated student pilot sustained serious injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the local instructional flight, which originated from VRB about 1320.
Flight Sequence
According to the owner of Paris Air, Inc., the airplane was topped off with 51 gallons of fuel prior to the flight. The CFI reported that after departing VRB with full fuel tanks for a training flight on multiengine procedures, they conducted power-on and -off stalls, slow flight, and single engine demonstrations. They then contacted Miami Center for a visual practice approach and were cleared to fly the GPS approach to runway 11R, then circle to land runway 4. During the approach, the throttle was pulled to idle to simulate a left engine failure. The student identified the simulated failed engine, and the CFI set zero thrust on the left engine while continuing on the right downwind for runway 4.
The CFI noticed altitude loss when at midfield downwind for runway 4. The airplane continued descending until about 500 to 650 feet above ground level (AGL). The CFI took the controls and attempted to add power to both engines, but noted no increase in power. Approaching the right base turn for runway 4, the CFI began searching for a forced landing area. At approximately 400 feet AGL, the airplane was sinking rapidly with partial controllability until it impacted trees.
Post-Accident Examination
An FAA inspector and a Piper Aircraft representative examined the accident site. The airplane was impaled on a large tree limb that penetrated the floor at the right crew seat position and exited the forward cabin door window. Trees contacting the airplane were also in contact with overhead power lines, energizing the airframe. Power to the residential area was turned off to allow safe access and eliminate ignition sources for leaking fuel, which pooled in a shallow ditch near the left wing. Once occupants were removed, the site was closed for the night.
The following morning, examination revealed the airplane in an upright position with broken tree limbs on top. The nose cone was separated and damaged; the left side of the windshield was destroyed; the top and bottom cabin area had impact damage. All engine control levers were full forward, both control yokes turned to the right. Electrical switches on the pilot's left side panel were off except magneto switches (on). The flap handle was up, nose gear down and locked, landing gear lever up, and both fuel selectors in crossfeed. Flight control continuity was established, except for impact-related separations. The pilot reported no pre-impact anomalies with the airframe.
Engine Examinations
Both engines were transported to Air & Sea Recovery in Fort Pierce, Florida. On May 28, 2010, representatives from the FAA, Teledyne Continental Motors, and Piper Aircraft examined the engines. The right engine had separated from the airframe; its three-bladed constant speed propeller remained attached. All cylinders and accessories were attached; oil was present. Damage was consistent with impact. The fuel manifold valve was intact, with no obstructions or fuel leakage. The ignition system produced a blue spark. Spark plugs showed normal operating signatures. The fuel pump functioned through its full range when turned by hand. No anomalies that would prevent producing rated horsepower were found.
The left engine similarly showed no pre-impact anomalies. The examination revealed no internal failures or obstructions.
Flight Data Recorder Analysis
The airplane was equipped with a J.P. Instruments EDM-760 engine data monitor. Data covered 13:23:44 to 14:37:22 and included five power cycles. During the flight, two events showed power reduction to the left engine followed by reapplication. At the end of the recorded data, a power reduction to the right engine was recorded without subsequent reapplication.
Aircraft Specifications (from Pilot's Operating Handbook)
The POH Emergency Procedures section on single engine landing states that a go-around should be avoided if possible, and that final approach speed should be 91 KIAS with 25-degree flaps. The Normal Procedures section lists Vsse (intentional one-engine-inoperative speed) as 76 KIAS for the Seneca II, and Vmc (minimum single-engine control speed) as 66 KIAS. It notes that Vmc demonstrations should not be performed below 3500 feet AGL.